A shift range control device includes a plurality of control units provided for each of motor windings. When a motor rotation angle sensor is normal, a drive control unit controls an energization of the motor winding of its own system by using a motor rotation angle signal. When the motor rotation angle sensor has an abnormality and it is determined that an output shaft is rotating before a standby time elapses, the drive control unit does not energize the motor winding of its own system. When it is determined that the output shaft is not rotating even after the standby time has elapsed, the drive control unit controls the energization of the motor winding of its own system without using the motor rotation angle signal.

A transmission includes an input shaft that couples to a prime mover, twin countershafts and a main shaft having gears coupled thereon, an output shaft that selectively provides a torque output to a driveline, a first shift actuator that selectively couples the input shaft to the main shaft. The transmission includes a second shift actuator that couples the main shaft to the output shaft with a selected reduction ratio, and a controller including a vehicle state circuit that interprets at least one vehicle operating condition, and a neutral enforcement circuit that provides a first neutral command to the first shift actuator and a second neutral command to the second shift actuator, in response to the at least one vehicle operating condition indicating that vehicle motion is not intended.

A shift range control device switches a shift range by controlling driving of an actuator. A plurality of control units are configured to control the driving of the actuator. A plurality of monitoring control units are correspondingly provided for the plurality of control units, and configured to monitor the corresponding control units. The driving of the actuator is controlled by one of the control units, which is in a normal state. When an abnormality occurs in the one of the control units being used to control the driving of the actuator, the one is switched to another one of the control units to control the driving of the actuator.

An actuation system comprises a plurality of actuators, a common power drive unit for driving the actuators and a transmission line transmitting drive from the common drive unit to the plurality of actuators. A clutch is arranged in the transmission line between the power drive unit and the plurality of actuators for selectively disconnecting the power drive unit from the plurality of actuators. At least one sensor is provided for sensing an abnormal load condition in the actuation system. The at least one sensor is operatively coupled to a clutch control which is configured such that when the at least one sensor senses an abnormal load condition, the clutch control is operative to disengage the clutch so as to disconnect the power drive unit from the plurality of actuators. A brake is operative to brake the actuators upon disengagement of the clutch.

A belt-slippage diagnostic apparatus for a continuously-variable transmission that includes a primary pulley, a secondary pulley and a belt looped over the primary and secondary pulleys. The belt-slippage diagnostic apparatus includes a slippage determination portion configured to determine occurrence of slippage of the belt on at least one of the primary and secondary pulleys, when a first-order derivative of a gear ratio, which is a ratio of a rotational speed of the primary pulley to a rotational speed of the secondary pulley, is not smaller than a first threshold value and a second-order derivative of the gear ratio is not smaller than a second threshold value.

A method for operating a motor vehicle with a prime mover (1), a transmission (2), a driven end (14), and a parking lock system (19) is provided. A shift element (9) of the transmission (2) and a parking lock actuator (21) of the parking lock system (19) utilize a common pressure control. When the shift element (9) is actuated with the aid of a pressure control effecting an at least partial engagement of the shift element (9) and when the pressure control is less than a limiting value for holding the parking lock system (19) in the disengaged position, the method includes monitoring a parking lock sensor (23) to determine whether the parking lock sensor (23) detects a movement of the parking lock actuator (21) or a signal corresponding to the movement of the parking lock actuator (21) despite a parking lock detent (22) having been actuated for locking.

Electromechanical actuator to operate a component of a vehicle provided with a housing formed by a lower element and a lid; a transmission arranged inside the housing and comprising an output shaft provided with a first symmetry axis and an intermediate shaft, which meshes with the output shaft and is provided with a second symmetry axis transverse to the first symmetry axis; and a pair of electric motors also arranged inside the housing; wherein each of the two electric motors rotates the output shaft through the intermediate shaft and wherein the two electric motors are provided with respective rotation axes parallel to each other and transverse to the first symmetry axis.

A method for operating a pneumatic actuating system of a transmission. The actuating system has an air reservoir at a first pressure. The reservoir couples an actuating space of the actuating system which is at a second pressure, and the actuating space couples, via control valves, shifting cylinders. When conducting a transmission gearshift, an air mass delivered to the active shifting cylinders via corresponding control valves, and an air mass sum including a nominal air mass in the active cylinders required for accomplishing the gearshift and an actual basic leakage from the activated shifting cylinder are determined. A defect leak in the pneumatic actuating system is recognized, if the air mass delivered to the active shifting cylinders is larger than the air mass sum. If a defect leak is recognized, the control valves coupling the actuating space and the shifting cylinders are shut off for a period of time.

A vehicle control device controls a vehicle control system, which includes a shift range switching system configured to switch a shift range by controlling a drive of a shift actuator, and an electric brake system configured to brake a vehicle by controlling a drive of a brake actuator. The vehicle control device includes a shift control unit and a brake control unit. The shift control unit controls a drive of the shift actuator. The brake control units control a drive of a brake actuator. When the start switch of the vehicle is turned off, the power of the brake control units is turned off after the shift range switching system completes switching to the P range.

A shift range control apparatus controls switching of a shift range by controlling driving of a motor, and includes a signal acquisition unit and a drive control unit. The signal acquisition unit acquires rotation angle signals output from a rotation angle sensor. The rotation angle signals respectively represents three or more phases different from each other. The drive control unit controls the driving of the motor to cause a rotational position of the motor to reach a target rotational position corresponding to a target shift range. The drive control unit changes from an energization pattern in a normal state to an energization pattern and continues the driving of the motor, in response to detecting a fault of the rotation angle signal during the switching of the shift range.